Cessna TR182 accident near Richfield, Idaho, September 26, 1995
On September 26, 1995 at about 3:45 pm local time, a Cessna TR182, registered N736LT, was substantially damaged in an accident near Richfield, Idaho. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The instructor's failure to use carburetor heat during a simulated engine-out descent. Carburetor icing conditions was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1995 · about 3:45 pm local time
- Place
- Richfield, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N736LT · no longer on the register · serial R18200739
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The CFI stated that he pulled the mixture control to idle cut-off to simulate an engine failure. He then closed the throttle and moved the mixture control to full rich, but could not remember using carburetor heat in the descent. According to the student, the airplane descended for 3 to 4 minutes during the simulated emergency. The instructor then attempted to terminate the situation between 100-500 feet agl. The instructor stated that when he attempted to terminate the situation the engine did not respond to power. The airplane then impacted a canal bank and nosed over into the canal. Temperature and dew point values reported both by the pilot and the weather observation facility at Hailey, approximately 28 miles north-northwest, indicated a potential for serious carburetor icing during descent at the time of the accident according to a carburetor ice hazard chart.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,000 hours in all; 1,000 in this make and model; 285 in the last 90 days; 76 in the last 30 days; 8,000 as pilot in command; 8,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, May 30, 1995
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: SUN Hailey ID at 2:50 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 10 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 6,000 ft; not recorded
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 3:45 pm from SUN, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.